Nicolaus smith



(No Model.)

N.v SMITH.

WHEEL FOR RAILWAY (JARS.

No. 464,527. Patented.De0. 8, 1891.

Fig-5- INVENTEIR:

WITNESSES: I

( 1/ I i I .zi

HNITE STATES ATENT ()FFICE.

NICOLAUS SMITH, OF GELLIVARE, ASSIGNOR TO ROBERT FA\VCUS SMITH,

OF STOOKHOLM, S\VEDEN.

WH EEL FOR RAI LWAY-CARS.

SPECIFICATION forming part of Letters Patent No. 464,527, dated December8, 1891.

Application filed August 28, 1890.

To all whom it may concern.-

Be it known that I, NIOOLAUS SMITH, engin eer, asubject of the King ofNorway, residing in Gellivare, county of Norrbotten, in the Kingdom ofSweden, have invented an Improved heel for Railway-(Jars; and I dohereby declare the nature of this invention and in what manner the sameis to be performed to be particularly described and ascertained in andby the following statement.

This invention relates to wheels for railwaycars, tramway-cars, and thelike, and has for its object to provide a cheap, safe, and reliableflexible wheel, as hereinafter described.

In the accompanying drawings, Figure 1 is an edge view, partly insection, of a railwaycarriage wheel constructed according to thisinvention. Fig. 2 is a transverse section illustratinga modification.Fig. 3 is an edge view,

partly in section, of a modified construction of the wheel. Fig. 4 is anelevation the left-hand half of which is a face view of Fig. 1 and theright-hand half a face view of Fig. 3. Fig. 5 represents-a section andelevation of a detail illustrating another modification. Fig. 6 is asimilar view to Fig. 3,but illustrating a further modification.

The improved wheel is constructed of two cast-steel outwardly-convexplates A and B and a rim 0. At points intermediate between their innerand outer peripheries the disks are provided with apertures 0', (seeFig. 1,) and at the center part around the wheel-axle the plates ordisks have each a flange a and I), respectively, forming the hub of thewheel. These flanges are joined to each other when the two sides of thewheel areput together. The part a of the hub has aninwardly-turnedflange and the other part b of the hub has an outwardly-turned flange.These flanges are cut away at two diametrically oppositeparts, asindicated by the dotted lines on the lefthand half of Fig. i,sufficiently to allow the corresponding remaining parts of flange 1) toenter the two parts of the flange a. This arrangement constitutes a kindof bayonet-slot, whereby two disks can be united ,by turning them inopposite directions. At the periphery of the wheel the two disks are, asshown in Figs. 1, 2, and 5, bent inward so as to form cylin- Serial No.863,300. (No model.)

drical surfaces, the edges of which may be rabbeted, as shown in Fig. 1,or otherwise suitably formed so that they can be fitted together. Forexample, they canbe made with plain abutting faces, as shown in Fig. 2.When the disks are joined in this way, their cylindrical surfaces areflush with each other and thus form one continuous cylindrical surfacewell suited to receive the wheel-rim 0. Into the cylindrical surfacedovetailed plates 0, which are narrowed in the middle, can be sunk, asillustrated in Fig. 5, the said plates serving to keep theperipheries ofthe two disks secu rely held together. the said plates can be'replacedby others of diferent shapes. They are preferably fastened by means ofscrews, as shown in the drawings. The wheel-rim is to be shrunk on themiddle piece of the wheel and thereafter it may be further secured tothe same by screws from the inside, which screws can be inserted throughthe above-named apertures O in the faces of the disks.

The above-described wheel can be modified, as hereinafter described andillustrated in Fig. 3 and in the right-hand side of Fig. 4, so as torender the same stronger, more reliable,elastic, and cheaper tomanufacture. In this modification, instead of employing twoseparatedisks, each formed with a portion of the hub, the said parts arecast together in one single piece with the apertures in the face of thedisks increased, so that the remaining parts 0 of the outwardly-con vexdisks, as shown on the right-hand side in Fig. 4, form kind of invertedspokes which are turned at right angles to the axle of the wheel. Thewheel-rim being shrunk on the middle piece formed by said disks can thenbe still further fastened thereto by means of screws inserted from theoutside of the wheel, or by means of electric Welding. A flexible,light, and very durable Wheel is thus produced; or, as shown in Fig. 6,the whole of the wheelthat is to say, the

It will be obvious that.

hub, the disks, and the rim'can be cast in one piece, thereby increasingthe strength of the wheel, as well-as its elasticity, and at the sametime materially decreasing its weight, as, owing to the homogeneousnature of its construction, the rim can be cast much thinner. The

wheel-rim being shrunk on the disks, Fig. 3, I used, which in noessential degree possessed the sides of the middle piece bulgeout,whereby the middle piece always by its proper elasticity follows thealterations of the inner diameter of the wheel-rim and will be kept se--curely therein, notwithstanding changes of temperature. These parts can,moreover, as above described, be connected with each other by means ofscrews, screwed from the inner side of the wheel outward into thewheel-rim, or by electric welding at the circumference of the middlepiece to the edges of the inner surface of the wheelrim.

It is evident that for casting together the disks and the hub members,as shown in Fig. 3, and the disks with the wheel-rim, as shown in Fig.6, common cast-iron cannot be employed; but for this purposeSiemens-Martin steel or equivalent material, or such steel alloys asgive the steel a high degree of tenacity and elasticity, are required.The sides of the disks A and B, Fig. 1, when cast of the material inquestion, may be very thin, and, in consequence of the same beingconvex, thin, and of very elastic material, it has been possible toattain a favorable result.

I am cognizant of the fact that railway car wheels have already beencast in one piece, including the wheel-rim, but those wheels were innowise elastic, partly in consequence of the construction of the wheel,and secondly owing to the nature of material (cast-iron) elasticproperties.

Having now particularly described and ascertained the nature of the saidinvention and in what manner the same is to be performed, what I claimis 1. In a railway-car wheel, the combination of two disks havinghub-flanges turned toward each other, cut away, and adapted to interlockby the partial rotation of one disk relative to the other, and asurrounding rim, substantially as set forth.

2. In a railway-car wheel, the combination of two disks having outerperipheral flanges turned toward and flush with each other andcorrespondingly exteriorly and interiorly rabbetted, and a surroundingrim fitting said flush surfaces, substantially as set forth.

In a railway-car wheel, the combination of two disks having outerperipheral flanges turned toward each other and provided with dovetailrecesses, double dovetail pieces fitting said reoesses, and asurrounding rim, substantially as set forth.

In witness whereof I have hereunto signed my name in the presence of twosubscribing witnesses.

NICOLAUS SMITH.

\Vitnesses: WM. KERR, A. E. PAGE.

